Appliance for stopping railway-trains.



No. 676,207. 'Pa'tented lune II, I90I.

S. STEINER & C. BDLISHAUSER-SCHMID.

APPLIANCE FOR STOPPING RAILWAY TRAINS.

(Application filed Jan. 28, 1901.)

(No Model.)

i iiiisiiiggEiE-EEEEEEE 4 m: "cams PETERS co Puom uma wnsmumou. n. c. v

UNITED I STATES PATENT OFFICE.

SAMUEL STEINER AND CONRAD BOLTSHAUSER-SOHMID, OF ZURICH, SWIT- ZERLAND,ASSIGNORS TO GESELLSOHAFT FUR PATENTVERWERTUNG DER DISTANZBREMSE FUREISENBAHNEN, OF BASLE, SWITZERLAND.

APPLIANCE FOR STOPPING RAILWAY-TRAINS.

SPECIFICATION forming part of Letters riat ent No. 676,207, dated June 11, 1901. Application filed January 23, 1901. Serial 110.44, 162. (Nomodel-J ToaZZ whom it may concern.-

Be it known that we, SAMUEL STEINER, a citizen of Hungary, (whosepost-ofiice address is Gartenstrasse 23,) and CONRAD BOLTSHAU-SER-SCHMID, a citizen of Switzerland, (whose post-office address isLimatstrasse 125,) both residing at Zurich, in the canton of Zurich,Republic of Switzerland, have invented certain new and usefulImprovements in Appliances for Stopping Railway-Trains; and we dodeclare the following to be a full, clear, and exact description of thesame, reference being had to the accompanying drawings, which form apart of thisspecification.

We have applied for patents in the following countriesi Switzerland on'August 16, 1900; Germany on October 30, 1900 Austria on December 19,1900; Hungary on December 21, 1900; France on December 28, 1900; Belgiumon December 29, 1900 5 Italy on December 29, 1900; Spain on December 29,1900; Portugal on December 29, 1900; Denmark on December 29, 1900 Swedenon December 29, 1900; Norway on December 29, 1900, and Ros sia onDecember 15 28, 1900.

Any appliance for stopping railway-trains on the track must, in order tocomply with the State regulations and to insure perfect safety inworking, first, leave the permanent way entirely unobstructed, and,second, preserve an unvarying vertical distance between animpulse-transmitter adjusted upon the track and an impulse-receiverattached to the train. Most arrangements hitherto devised for thispurpose are defective in one or other of these respects, thus hinderingtheir practical adoption. The present arrange- 'ment is not only adaptedto fulfil all the re- 'quirements of the State Department and theconditions essential for safe working, but also enables a train to bestopped even after part of it has passed over the impulse-transmitter.Consequently by means of this arrangement a train can be brought to astandstill by the brake in the last carriage provided the latter isfitted with the invention and has not passed the impulse-transmitter.Further, in going backward a train can be stopped at any particular spotby the application of the brake, which would in this case be in theforemost carriage.

The distinctive feature of the present in vention consists in theadjustment of a lever which works in either direction to the side of theaxle-box of the carriage. In Whichever direction the train is travelingthe motion of this lever brings into play a two-armed lever for bringingthe train to astandstill.

In the accompanying drawings, Figure 1 is aside elevation with one ofthe brackets removed and one arm of theforked lever broken away todisclose the mechanism. Fig. 2 is a front elevation showing thecarriage-frame in section. Fig. 3 is a vertical section of the workingparts on an enlarged scale.

A lever 17, forked at its front end, is attached to the axle-box a andcarries a pin 0, from which hangs a second lever d, the lower end ofwhich is widened out. The boss (1 of this lever lies against theslide-rail f, which is fitted with a slot e for the pins 0' and 117.. Tothe slide-rail f is attached a rod g',which passes through the flange ofthe butter-bar or car riage-frame h and is connected with a cord, chain,or band 7;, which passes to the brakevalve of the vehicle or, in thecase of passen ger-carriages, to the communication-cord. The sliding barf is constantly pressed down by the spring is. A two-armed lever 0 ispiv oted, by means of the pin m, to the bracket Z, borne by thebuffer-bar h. The brackets are vertically slotted where the pin 0 passesthrough them to permit them to move up and down without afiecting thepin. The upper end 0 of the lever 0 engages in a notch f, 85

made in the side of the slide-railf, for whiclr it serves as a stop. Thearm 0 of the lever 0 carries a pulley p, which comes against the leverd, and the arm 0' carries a similar pulley q. These are kept in positionand the arm 0 pressed against the slide f by means of a springy. Bythisarrangement,notwithstanding the swaying and jolting of the carriage,the distance between the upper edge of the rail and the lower edge ofthe lever 01 remains unchanged, as the slide-bar f and the lever 0 canmove along the lever d, while the pin 0, being attached to theaxle-bearing, always remains at the same height.

When the carriage is traveling in the direction of the arrow, Fig. 1,and the lever d knocks against an obstruction on the line, the lever dis deflectedto theright and turns the arm 0 of the leverp to the right,so that the arm 0 comes out of the notch f and releases the slide-railf, when the arrangements for 'stop ping-the train come into play. If thetrain, however, is traveling in the opposite direction', the lever 01 isturned to the left and the latter ispressed against the pulley q of thearm 0, when the barf is again similarly released.

In order to reset the appliance, the slidebar f must be raisedsufficiently to allow of the arm 0' 0f the lever 0 again engaging withthe slot f.

Having now particularly described and ascertained the natureof our saidinvention and in. what manner the same is to be performed, we declarethat what weclaim' is 1. The combination with a railwaycar, of

a' lever supported from the axle-box, a slide actuated slide connectedwith the brake'meohan'ism, and'a detent for said slide engaged by saidlever and arranged to be tripped by a niovenient of the lever ineitherdirection.

8. The combination with a railway-car, of

an upright lever supported from the axle-box,

a-spring-actuated slide connected with the brake mechanism, and apivoted detent for said slide engaging an edge of said lever,

whereby theslide and detent can shift up and down along the lever;

4. The combination with a railway-car, of

an upright lever supported from the axle-box, 'a spring-actuated slideconnected with the brake mechanism, and a detent-lever engaging withsaid slide and having two arms engaging opposite sides'of said lever.

In testimony that we claim the foregoing as our joint inventionwe havesigned our names in presence of two subscribing witnesses SAMUELSTEINER. I I p CONRAD BOLTSHAUSER-SOHMID; Witnesses:

A. LIEBERKNECHT, HERMANN HUBER.

